Originally Posted by
alfaromeo
What I can do is point to facts. First, most of the concessions made in the last 5 years have been pay and and retirement. Those two affect the most senior pilots to a much greater degree than junior pilots. Second, you can add that in the years prior to 2001, the senior pilots pushed a lot of money into the junior end of the list by increasing the first officers percentage of captain pay and eliminating the B-Scale. That is why the junior Northwest pilots got a much bigger raise than their captains.
So the facts are that the bulk of concessions have fallen on more senior pilots and if you look ten years back to today, you will find the junior end of the list fared much better situated than the senior end.
At DAL we were told by ALPA that using modest assumptions the allocation of the $650M note, in conjunction with the MPPP rollover and PBGC benefits made up for 100% of the qualified losses due to the DB plan termination. Additionally, the senior pilots, who took the lions share of the $650M note, also enjoyed the lion's share of the the $2.1B claim.
So your statement that the senior pilots have suffered the most must be tempered by the fact that the senior pilots received the most in claims and notes.
The senior pilots also cashed in on a larger chunk of the equity distribution due to the merger.
I've yet to see a note or claim model that addressed the outsourcing of 153 mainline aircraft and the captains' positions lost due to the outsourcing of the 76 seat mainline jet. Perhaps because some on the MEC don't really consider that a big concession, which might be part of the problem.